Internal-combustion engine.



J. DEAN.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JAN.2I,19I5- Patented Oct 5, 1915.

6 SHEETS-SHEET 2.

WLT? 714 COLUMBIA PLANOORAPH C0., WASHINGTON, D. c.

J. DEAN.

Patented Oct. 5, 1915.

6 SHEETS-SHEET 3.

ALUMNA PLANOGRAPH COHWASHINGTON, v.1;

J. DEAN.

INTERNAL COMBUSTION E GINE.

APPLICATION FILED JAN-2|, I915- Patented Oct. 5, 1915.

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COLUMBIA PLANOGRAPH CO WASHINGTON. D. c.

J. DEAN.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED JAN-21.1915.

Patented Oct. 5, 1915.

6 SHEETS$HEET 5.

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J. DEAN.

' INTERNAL COMBUSTION ENGINE.

APPLICATION HLED- JAN. 2], I915.

Patnted 001;. 5, 1915.

6 SHEETS-SHEET 6 Q m 29 Q /9. Q /9 COLUMBIA PLANOGRAPH C0..WASIHNGTON.1:.c.

'TED s'rarns earner orricn JAMES DEAN, or NEW YORK, it. Y.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 5, 1915.

Application filed. January 21, 1515. Serial No. 3,464.

York,- in the ,county and State ,of New York,

have invented certain new and useful Im- P i v n sv in lht rn l-flem ueien gines, ,of which the following is a specification 7 g M V Thisinvention relates to internal combustion engines of the two cycle type,and more particularly those engines which are qu pp i a pump et u iiperaing insynchronism with the Work-mg piston or pistons to clear theburnt, gas from and facilitate the ingress offresh gas to the workingcylinder or cylinders.

Th Qu r of my nt t o i t p ovid n e gine f. the yp m n ion wh ch shallbe mp in con ru on and efiie ea in P- eration, the salient feature orfeatures there-1 ofcompr s ng improved valve mechanisms onstr e and ssne lto tr flh posit e e a d; p i i th 1S pp y a discharg o ga to d frot ng ne, a will be hereinafter particularly described and claimed.-

I th d aw gs g 1 s 1 ngit11d nal, yertical section, partly in eleyation,of

a two-,cylinder engine embodying the pro-1 erd te m Qfm-rin n iom he pln f the section being indicated by thehne 11;

of Fig. 1. Fig. 2 is a similar section, as ,on

theirregular line 2% of Fig. 5. Fig- .:iS

5250f Fig. 3. Fig. (his atransyerse ver-- tical section of. athree-cylinder engine equipped with a modified form of my invention.-.Fig. 7 is longitudinal vertical see tion of the uppenportion oft-hemodif edj structure, as on the line i' of Fig. 6. I Fig,

Sis in the main or left hand portion a horizontal section-,- as ontheline 8+8 of Fig. 6;.

the right hand portion of the figure being broken: away to present asection as on the line 8 ';8 of Fig. 6.

Referring to Figs. 1 to 5, inclusive, ofthe drawings, 11 designates theworking cylinders of which two are illustrated,,. al-.

though, of course, less or more may be employedu r V 3-. l 1 designatespump cylinders, larger in diameter than, and constituting, in effect,continuations of, the respective working DEANJLZL t e cylinders. Fittedto reciprocate in each of the working cylinders and its complementarypump cylinder are the upper and lower heads 13, 1d respectively of apiston 15, the

latter head in virtue of its relatively larger diameter eiiecting adisplacement in excess of that of the upper head.

.16 designates the crank shaft, and 17 the rods connecting the cranks 18thereof with the respective pistons, said cranks being in proper angularrelation to each other to effect the timely travel of the pistons.

The fuel inlet ports 19 for the respective working'oylinders are formedadjacent the top of the latter and are adapted to receive the gaseousmixture directly from the carbureter. An important feature of myinventijon resides in the mechanism for controlling the peroidicityof'the inflow of fuel to, and the. auxiliary discharge of the burntgases from the cylinders 11,- said mechanism, a will presently appearincluding valves, as 20, 20, which are concurrently and positiyelyactuated by power transmitted from the main or crank shaft of theengine.

The main-exhaust port or ports 21 for each of the Working cylinders areformed in the wall of the cylinder near its lower eX tremity, in orderthat such port or ports shall be opened only when the correlated workingand pump pistons approach the limit of their working stroke. 1

Each ofthe piston heazls 13 is'provided adjacent its periphery with anupstanding ported baffle 22 which is constructed and arranged to openand then close communication between the exhaust ports. 21 and theinterior of the cylinder 11 as the piston approacheS and reaches thelimit of its working Stroke; that is to say, ports 23v are formed atithefoot of the baflie in position to cross the exhaust ports 21 in the'downstroke of thepiston. Hence, as the piston approaches the extremity ofits out or power stroke, the exhaust-ports are opened for the dischargeof burnt gases from the Working cylinder and are then closed.

ZIIW ports 2% connect each of the working cylinders .at its foot withducts 25, 26 leading into the top of the annular chamber comprisedEbetween the piston and the pump cylinder, said ports 2 1- being solocated that they are opened immediately afterthe opening and closing ofthe exhaustports 21 by the ported bafile. Consequently the partialvacuum created within the pump chamber by the down stroke of the piston,withdraws V the remaining burnt gases from the working cylinder andinduces a flow of fresh'fuel into and through the inlet port 19 of thecylinder, such inlet port at that juncture being in open communicationwith the source of fuel supply. In the upward movement of the piston tocompress the charge thus delivered to the working cylinder, the ports21, 24 are closed by the piston, and concurrently with the initialupward travel of the piston the fuel inlet to the cylinder is positivelyclosed through the agency of the valve 20 above referred to.

The duct 26 leads to a duct 27 which periodically communicates with theatmosphere through the rotary valve 20 which is arranged in spacedrelation to and co-axially with the like valve 20 on a vertical shaft28.

The valves 20, 20 in the form illustrated comprise rotary tubularbodies,headed at their upper ends, and provided in their walls withports 29, 30 respectively. They are rotatably fitted in a verticalchamber 31 forming a part of the engine wall, the shaft 28 extendingaxially through such chamber and being geared with the crank shaft torotate correspondingly therewith. In the present instance the verticalshaft is provided at its lower end with a spiral pinion 32 in mesh witha spur wheel 33 on the crank shaft of the engine.

The valve 20 is disposed between two ducts 34: leading to the respectiveinlet ports 19, and it controls the communication of such ducts with aduct 35 which leads to the bottom of the valve from a carburetor orother source of fuelsupply. Thus in each rotation of the crank shaft andthe valve 20 the latter is functioned first to open and close communicaton between the source of fuel supply and one of the worklng cyllndersand then similarly to control the communication between such source ofsupply and the other working cylinder.

The valve chamber 31 communicates at its lower end with a duct 36leading to the atmosphere and the valve 20 is adapted in its rotation toopen and close communication between said chamber and the exhaust ducts26.

The valve shaft 28 is preferably made in two parts flexibly connected bya two-part coupling head 37 which is fitted to rotate in the space belowthe valve 20 and thus prevent communication between such valve and theinterior of the crank case. This sectional formation of the valve shaftnot only enables the valve mechanism to be easilyassembled but itinsures the vertical alinement of'the two valves and the accuratedisposition of the pinion relative to the spur wheel without theotherwise necessity of nice fitting of parts.

By the above described construction it will be seen that an engine isprovided in which the use of pressure-controlled valves is avoided, andthat, on the other hand, the

respective ports are at all times positively are controlled by valvesoperated concurrently, positively and directly from the crank shaftwithout the. interposition of springs,

-pneumatic chambers or similar -agencies.

*Ience the proper sequential operation of the various ports ispositivelv effected and maintained and in consequence a simpleand'reli-j able engine of high efficiency'is provided.-

In Figs. 6, 7 and 8 I have illustrated a three-cylinder engine embodyinga modified form of my invention. In this modification the rotary valvefor controlling the supply of fuel to the inlet ports 19 of therespective cylinders comprises a cylindrical body 20 havingappropriately located ports 29, and having also an axial shaft 28mounted to rotate in bearings-in a bonnet 39 on the respective workingcylinders 11; and the rotary valve for controlling the discharge of theburnt gases from the pump chambers comprises a cylindrical body 20having suitably disposed ports 30 and having also an axial shaft 28mounted to rotate in-bearings in a valve casing on the engine'wall. Thevalve shafts 28 28 are coupled by suitable gearing so as to rotateconcurrently, the lower shaft 28 being appropriately geared to the crankshaft. In the formillustrated the valve shafts are equippedwith sprocketwheels 40, 41 respectively, operatively connected by a chain42, and theshaft 28 is also provided with a sprocket wheel 43 which is operativelyconnected by means of a chain -14: with a similar wheel el5 onthe crankshaft. I

I claim 7 s r 1. In an internal combustion engine of the twocycle type,a working cylinder having a fueLinlet port and main and auxiliaryexhaust ports in spaced relation to each other, a pump cylinder incommunication with the working cylinder through the auxiliary exhaustport, said pump cylinder having a discharge port, a piston adapted toreciprocate within said cylinders and in its travel control the openingand closing of the exhaust ports at predetermined intervals, valvemechanism controlling the fuel inlet port of the working cylinder andthe discharge port of-the pump cylinder, and gearing between saidmechanism and the main shaft of the engine- 2. In an internal combustionengine of the two cycle type, a working cylinder having a fuel inletport and main and auxiliary exhaust ports in spaced relation to eachother, a pump cylinder in communication with the and the inlet port .tothe'working cylinder working cylinder through the auxiliary port, saidpump cylinder having a discharge port, a piston adapted to reciprocatewithin said cylinders and in its travel control the opening and closingof the exhaust ports at predetermined intervals, a rotary valve for thefuel inlet port of the Working cylinder, a rotary valve for thedischarge port of the pump cylinder, and gearing between said valves andthe main shaft of the engine.

r 3. In an internal combustion engine of the 7 two cycle type, a workingcylinder having a fuel inlet port and main and auxiliary exhaust portsin spaced relation to each other, a pump cylinder in communication withthe working cylinder through the auxiliary port, said pump cylinderhaving a discharge port, a piston adapted to reciprocate within saidcylinders and in its travel control the opening and closing of theexhaust ports at predetermined intervals, a rotary valve for the fuelinlet port of the working cylinder, a rotary valve for the dischargeport of the pump cylinder, a common shaft for said valves, and operativeconnection between said shaft and the main shaft of the engine.

4. In an internal combustion engine of the two cycle type, a workingcylinder having a fuel inlet port and main and auxiliary exhaust portsin spaced relation to each other, a pump cylinder forming a continuationof the working cylinder and being in communi- .cation therewith throughthe auxiliary exhaust port, said pump cylinder having a discharge port,a piston adapted to reciprocate within said cylinders, and in its travelcontrol the opening and closing of the exhaust ports at predeterminedintervals, a vertically-disposed valve chamber adjacent said cylinders,an axial shaft in said chamber, two rotary valves on said shaft, one forthe fuel inlet port of the working cylinder and the other for thedischarge port of the pump cylinder, a member 'on said shaft rotatablymounted Within the valve chamber and adapted to close the lower portionof the latter, and gearing between said shaft and the main shaft of theengine.

5. In an internal combustion engine of the two cycle type, a pluralityof working cylinders having fuel inlet ports at or near the top, andmain and auxiliary exhaust ports at or near the bottom, pump cylindersin communication with the respective working cylinders through theauxiliary ports, said pump cylinders having discharge ports, pistonsadapted to reciprocate within said cylinders and in their travel controlthe opening and closing of the exhaust ports of the working cylinders atpredetermined intervals, valve mechanism for the discharge ports of thepump cylinders, a common rotary valve for the fuel inlet ports of theWorking cylinders, and operative connection between said valve and themain shaft of the engine.

6. In an internal combustion engine of the two cycle type, a pluralityof working cylinders having fuel inlet ports at or near the top thereofand main and auxiliary exhaust ports at or near the bottom, pumpcylinders in communication with the respective working cylinders throughthe auxiliary exhaust ports, said pump cylinders having discharge ports,pistons adapted to reciprocate within said cylinders and in their travelcontrol the opening and closing of the exhaust ports of the workingcylinders at predetermined intervals, valve mechanism for the fuel inletports of the working cylinders, a common rotary valve for the dischargeports of the pump cylinders, and operative connection between said valveand the main shaft of the engine.

7. In an internal combustion engine of the two cycle type, a pluralityof working cylinders having fuel inlet ports at or near the top thereofand main and auxiliary exhaust ports at or near the bottom, pumpcylinders in communication with the respective working cylinders throughthe auxiliary ports, said pump cylinders having discharge ports, pistonsadapted to reciprocate within said cylinders and in their travel controlthe opening and closing of the exhaust ports of the working cylinders atpredetermined intervals, a common rotary valve for the fuel inlet portsof the working cylinders, a common rotary valve for the discharge portsof the pump cylinders, and operative connection between said valves andthe main shaft of the engine.

Signed at New York, in the county and State of New York, this 12th dayof Jan uary, A. D. 1915.

J AMES DEAN. Witnesses:

B. CHANDLER SNEAD,

WILLARD WVADswoRTH.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. G.

